Power transmission, including cushioning control for friction drive control mechanism therefor



Feb. 6, 1951 T. c. scHELLlNGER 2,540,965

POWER TRANSMISSION, INCLUDING CUSHIONING CONTROL FOR FRICTION DRIVE CONTROL MECHANISM THEREF'OR Fell 6, 1951 T. c. scHELLlNGER 2,540,965

POWER TRANsMrssro INCLUDING cUsHloNING CONTROL FOR FRICTION DRIVE CONTROL MECHANISM THEREF'OR Filed March 5, 1948 3 Sheets-Sheet 2 P/STO/V THR/JST /N POU/V176' Fell 6, 1951 T. c. scHELLlNGER 2,540,965

POWER TRANSMISSION, INCLUDING CUSHIONING CONTROL I FOR FRICTION DRIVE CONTROL MECHANISM THEREFOR Filed March 5, 1948 3 Sheets-Sheet 5 @Il @im Y Patented Feb. 6, l95l UNITED STATES PATENT OFFICE IONING CONTROL FOR FRICTION DRIVEn CONTROL MECHANISM THEREFOR,

Theodor C. Schellinger, Highland Park,` Mich., assignor to Chrysler Corporation, Highland lark, Mich., a corporation of Delaware Aepneangnmamh 5, 194s, serial No. 13,224

speed ratioV drive without the necessity of either releasing the main' clutch of the vehicle, decelerating the engine, or interrupting the pov/er ilow of the engine as by ignitioninterruption. In either case it was desirable that the clutch or brake be of sufficient size to provide adequate torque transmitting orreaction surface to handle the torque to beV transmitted and also compact enough to iit within the limited available space provided by a planetary mechanism. It wasalso desirable that such mechanism be simplein construction; economical to manufacture, and easy to install.

Plate or disc-type frictionclutches and brakes have `been found to be particularly satisfactory as drive control means for planetary gear mechanism and hence, for purposes or illustration only,

my invention will .be described as applied to` a plate-type friction drive clutch control means of the type shown in the patent to Syrovy et al.,V

2,348,763, granted May 16, 1944, it being understood that the invention is also applicable to` brake mechanism and is not necessarily limitedY in its application to planetary drive control means.

In operation of plate-type clutches and brakes heretofore suggested, engagement thereof is oft-enl found to be harsh and/or grabby under moderate throttle conditions land when making downshiftg in the change speed mechanism to obtain greater acceleration. I have discovered that this undesirable condition may be materially alleviated, if not entirely avoided by providing a cushioned or feathered engagement of the friction drive control means such that the load is picked up gradually, or stated otherwise, the engine torque is applied gradually and not suddenly. In thisconnection Il have discovered thatii sufficient cushioning resistance isoffered to engagement of the friction plates to substantially counteract or preferably substantially balance the pressure essential between these plates to enable' them to transmit the torque or provide the necessary reaction for the applied load to be carried, the problem of uncle'- sired jerky or grabby engagement heretofore encountered may be completely solved: Moreover, I have found-that a-softengagementfof the'friction members may be` obtained by having this resistance gradually interposed.

It is,v therefore, the principal object of my invention to provide a friction-type drive control mechanism with means4 for efliciently and smoothly controlling'the torque and load assumption by the friction` elements of the mechanism,l Y

Another` object is to provide a friction-type drive: control mechanism operable as a clutch or brake wherein engagement of the friction drive control elements may be accomplished smoothly,` quickly, and without harshness or grabbing ofsuch elements.

A further object of my invention is to provide a' friction-type drive control mechanism for automotive change speed means, the said mechanism' providing for controlled cushioned engage# ment of thefriction drive control elements to avoid jerky' operation of the vehicle when making speed changes;

Still' another object is to provide a friction drive control mechanism of the plate type with means effecting cushioned engagement of the plates, and wherein the cushioning is adequate to balance or exceed the clamping pressure between the friction power transmitting plates such that the torque which may be transmitted isl sufficient vto accommodate the imposed load.

An additional object is to provide a friction plate-type* drive control mechanism with means for cushioning engagement of' the friction drive transmitting or reaction plates and providing flexibility" or resiliency in the engagement compensating for uneven or spot contacting of the friction plates.

Another object is to provide a friction platetype drive control mechanism wherein certain ofthe friction drive control plates also provide for l cushioning of theV plate engagement.

A further object is tolprovide a friction drivel control mechanism of the plate type wherein certain friction elements` become fully engaged before others.

A specinc object is to provide a friction drive control mechanism with` cushioning means arranged as to be unaffected byheat dissipatedby the friction members.

Another1 specific object is to provide a friction drive control mechanism of the plate type with means comprising a, plurality of nested (lished` resilient spring-like plates for cushioning engagement ofA thefriction members.`

A further specic' object is to provide a friction drive control mechanism of the plate type with one'or more dished spring plates for cushioning engagement of the friction members( Other objects and advantages of my invention will become apparent from thefollowing description" and" the accompanying drawings wherein:

Fig. 1isasectionalelevational view of apla'ne-N 3 tary change speed mechanism for an automotive vehicle showing my invention as applied to the plate clutch thereof; n

Figs. 2, 3, 4, 5, 6, 7, and 8 are sectional elevational views of portions of a clutch mechanism similar to that of Fig. 1 showing modified arrangements for applying myinvention;

Fig. 9 is a front elevational view of one of the dished plates shown in Figs. 2, 3, and 4 of the drawing;

Fig. 1c is a sectional view taken along the line iii-lc of Fig. 9;

Fig. 11 is a front elevational View of one of the dished clutch plates shown in Figs. 1, 5, 6, 1, and' of the drawings;

Fig. 12 is a sectional view taken on the line |2|2 of Fig. 11; and

Y Fig. 13 is a graph showing the relationship of piston thrust to movement thereof and/or time.

Referring to the drawings, Fig. 1 illustrates a planetary gear mechanism embodying one form of my invention in a friction clutch mechanism for Vlocking the annulus and sun members of a planetary gear unit in a 1: 1 drive. This construction comprises a driving shaft having a bellshaped rearwardly extending end` portion H2 supported in a housing plate ||3 by a bearing H4. The portion i12 carried a radially extending iiange i having a toothed periphery adapted to mesh within internal teeth H8 of an annulus gear |18 mounted thereon. The annulus gear H has external splines or teeth ||1 adapted to receive and interengage a plurality of internally splined metallic friction drive control driving plates which are arranged in pairs in Fig. 1.

The forward pair comprises a dished resilient, spring-like metallic plate i and a flat stiff plate 12| in contact with the concave side of the dished fil plate so as to initially Contact the rim portion 'held as by staking to the forward portion of the outer peripheral surface of the annulus ||6 or may, as shown, be heid by means of snap rings |22.

The aforesaid pairs of drive control plates are arranged between friction drive control driven clutch plates i23 of stiff character having friction facings |29 adjacent each of the friction members carried by the annulus. The two forwardmost plates |23 have friction facings |29 on each face while the rearmost plate |28 has a friction facing on its forward face only. The friction facings |29 may be of suitable clutch material, for example, metal, fabric, or a lubricant-impregnated metallic material such as oi1ite.

A planetary carrier |31 is splined to the forward portion of a driven shaft by splines |4|. The hub of this carrier member is rotatably journalled within the bell-shaped rear end portion ||2 of the drive shaft in a bushing |38. The carrier |31 has a plurality of planet pinions |32 carried on spindles |36. The teeth |34 of the planet pinions |32 are meshed with the internal teeth H8 of the annulus gear ||6 and also with teeth |43 of a sun gear |42 rotatably journalled on the driven shaft |40.

The sun gear |42 has a rearwardly extending enlarged portion |44 provided with external splines or teeth |46 adapted to slidably receive a throwout or pressure platemember generally designated by the numeral |23. The sun gear also has a rearward extension |48 provided with a smooth external periphery that forms the inner race of an overrunning brake mechanism K, the outer race of which is part of a stationary annular member |5|| connected to the casing |60 by bolts ISI. The outer race includes Va series of circumferentially spaced cams |52 formed on the inner per1pheral surface of the member |50.

|Ihe overrunnng brake mechanism K is of conventional character and includes rollers |49 positioned between the smooth inner race |48 and the cams |52 of the outer race. The cams |52 cooperate with the rollers |491 and the surface |48 to permit the sun 'gear to overrun the member |50 in a counterclocliwise direction of rotation looking forwardly while preventing overrunning between these parts in a clockwise direction. The rollers |40 are held in spaced relation by a carrier |53 and a suitable spring |54 is provided to urge the rollers 14e into locked up driving engagement with the inner race |48 and cams |52.

The clutch throwout member |23 includes an annular element Iiav slidably splined to the sun gear portion |44, a spider member |24, a bearing |10 carried by the member 123e, and a fluid pressure motor piston |84 surrounding the bearing |10, all being movable together. A brake ring |26 having internal splines |21 is carried by and movable with the spider |24, the teeth |21 engaging in splineways provided in the external surface of the spider. The splines |21 are also engageable in splineways provided on the clutch elements |28 which are slidably supported on the splines |21.

The brake ring |20 has a frusto-conical shaped outer peripheral Wall portion or surface |39 upon which -is mounted a brake ylining material |13. The lining |13 is adapted to vengage the inner wall portion 18| of the casing |60 when the ring |26 is moved rearwardly by the clutch throwout member |23 and is moved forwardly by the piston |34 the brake ring will be released and the friction drive control mechanism will be engaged to drivingly connect the annulus IIE and the sun f gear |43 to establish the planetary in a 1:1 ratio. When the throwout member |23 is shifted rearwardly and the brake |13 becomes engaged with the casing |53, rotation of the sun gear is resisted in either direction by the brake |13. If the drive is from the shaft ||l to the driven shaft |40 an underdrive or reduced speed ratio drive will be obtained from the planetary unit, the sun gear serving as the reaction member of the planetary unit and being held from reverse rotation by the roller brake K and by Ythe friction brake |13. The brake |13 merely supplements the roller brake K. Under coast conditions of operation, however, with the brake |13 engaged, the shaft |40 becomes the driving member and the shaft I the driven member. In that event the brake |13 will become the reaction member for holding the sun gear from rotating forwardly, since the roller brake K will overrun. The planetary unit will transmit a two-way drive between the shafts |40 and l in an overspeed ratio. Y

A iiuid motor M comprising the piston |84 movable in a cylinder |81 formed by the casing |60 and the annular member |50 and preferably hydraulically operated is provided to shift the throwout member |23 forwardly for clutching up the sun gear |43 and annulus I6 of the planetary. Release of the drive connection is obtained by venting of the uid motor and rearward bias of the piston |84 by springs |88. `Admission of vfluid pressure to the cylinder |81 will cause'fth'e piston |813 to move forwardly and ubinpir'ess` the springs |88. Simultaneously withA movement of the piston |84 the throwout member 123 will move forwardly to `disengage the brake II3` from the conical surface li ofthe vcasing thus disengaging this brake. Continued forward Ymovement of the throwout member` |23 will effect a forward Ymovement of the `frictiondrive control plates until slack betweenthese plates V,is talren upr'whereupon they will become engaged for drivingly connecting the annulus with the" 4 gear to thereby transmit a direct drivent'hrou'gh the planetary unit from the shaft III tothesha'ft |40. With the sun gear and annulus lockedup there is no relative motion between the gearing of the planetary unit. Y l Y L `When the motor M is vented, the compression springs iSS will move the piston |84 rearwardly releasing `the planetary clutch and effect `engagement of the brake VIS. If the drive is forwardly by the engine, the sun gear will be held from reverse rotation by the overrunning brake K and friction brake I'I3, the former assuming the greater load, and a reduced, speed ratio drive will b-e transmitted through the planetary, the annulus IIAS and planet pinions |32 rotating relative to the sun gear I42. The reduced speed ratio d rive will be through the elements I I I, I I2, IIE, llt, H8, |34, |31, and |40, the sun gear |42 being held from rotation.

In the control operation of the fluid pressure motor M some form of governor control valve may be provided (not shown) for effecting 'iilling and ventingof this motor at the proper predetermined vehicle speed.

Referring now to the various conditions that occur when the friction clutch of Fig. l is engaged, it will be observed that when pressure fluid is admitted to the `cylinder |81 Athat the resistance of the springs |88 must rst be overcome before any forward movement of the throwout member |23 may take place. ically what occurs'during the forward movement of the piston |34. The graph there shown has as ordinates, piston thrust values in pounds and as abscissa movements of the lpiston and time. When fluid pump pressure is applied to the `piston it rst overcomes the A'resistance lof the springs |88. The value of this force Vis represented vby the ordinate a.

Piston its now begins to move forwardly, rst breaking contact of the Abra'keelement I'I3 with respect to the casing IBiJ and then taking up `the slack between the friction plates of the drive control mechanism. During this time a `further compression of the springs |88 has occurred, this being represented by the line b in the graph and the point at which contact of "the friction plates takes place being represented by the letter c. Heretofore, where cushioning of the character provided by the present invention was not available no further movement of the piston took place and the pump immediately applied the necessary `pressure to enable the plates to transmit the torque or provide th'enecessary reaction for the appli-ed load. A Suddenibuild-up in pressure between the plates hence occurred,this being represented by the dotted line d in the graph, and the point at which'load and piston lthrust were equalized being represented by the point e. This sudden loadassumptionby the plates'and the occurrence of spotty contact between plates because of inaccuracies Yare `believed to account Fig. 13 Villustrates graphfor the harsh and grabby character of engage ment heretofore experienced. Also the jerky feeling transmitted to the rider during speed changes.

With the subject invention means are provided for gradually building up the applied pressure, the ideal arrangement being that where the applied pressure is built up to balance that pressure required for the applied load. The new result is accomplished by interposing additional resistance to the applied pressure and providing for further movement of the piston after engagement between the plates has initially occurred. The ideal action is represented in the graph by the curve f and the load point corresponding to the point e by the letter g.

In the present'invention the means provided for accomplishing the foregoing result is one or more dished plates which may or may not themselves be friction drive transmitting or reaction taking plates. When such plates are interposed in the drive control mechanism further movement oi the piston will be required to eifect their flattening before full torque transmission or reaction may be provided. The action willbe much like the interposing of a compression coil spring. During the time that compression of the dished members taires place slip will occur between the friction members and there will be a gradual assumption of the drive load. Manifestly once full engagement occurs, ull torque may be transmitted or reaction taken and` drive will take place in the transmission. Whatever resistance is interposed will serve to cushion the engagement of the friction drive control members. This resistance must of course, `be of sufficient amount to produce a cushioning effect. In this connection it may be Ystated that conventional tabs employed in some plate clutches for merely separating the plates upon disengagement of the clutch do not offer the character of resistance satisfactory as a cushioning means. 0bviously, the `amount or" cushioning will vary with the extent of resistance interposed to the forward movement of the clutch throwout member. As previously stated, the ideal condition is one where the resistance interposed is a value suilicient or exceeding that necessary to balance the pressure to be exerted between the friction plates for full torque or reaction assumption by the drive control means.

In the drawings various arrangements have been suggested for applying the subject invention. The results to be obtained will depend upon the location of the dished members, the degree of concavity and force value that maybe employed in a given situation. Thus in the Fig. l arrangement the dished members are also employed as drive control members and the following action is believed to take place:

Assuming the dished plates to all be of the same thickness but the plate ME! to have twice the concavity of the plates Ii it will be noted that once all slack between the plates has been taken up (point C on the graph) continued movement of the piston l Sil will start flattening of the dished members. The two dished plates I Qa will ilatten before the plate IISJ for the reason that greater pressure is required to flatten the plate its. Hence when the piston has moved forwardly about three quarters of the `further allowable movement provided by the dished y galres 7 f 'on the graph'oi Fig. 13. Thereafter, continued movement of the piston will complete substantial flattening of the plate l |9and full engagement of all drive control members will have been affected by the time the piston reaches the point g. Note that a step-by-step engagement or cushioning takes place. Moreover, that the total cushioning pressure provided will be that equal to the force value of the plate H9.

If the dished plates H9 and Vi iii2L were to have the same force value and degree of concavity, all three would substantially fully engage at the same time and a step-by-step engagement would not occur. The engagement would then be smoother. Y

, It will also be noted that in Fig. 1 the dished plate H9 contactsthe outer rim of the plate |2| and the inner rim of the facing 29 of the adjacent plate i223 whereas the dished members H9a initially contact the inner rim of the facings |29.` Consequently there is a tendency for the forward pair of plates to transmit greater torque upon initial engagement.

Figs. 5, 6, '7 and 8 show some of other possible arrangements of the dished friction drive control plates from which modified cushioning results will be obtained. In Fig. 5 each pair of plates I9| between the friction facings are dished and contact the `outer rim of one friction facing |29 and the inner rim of the other. Each pair of dished plates are nested with each other such that the resistance offered to forward movement of the piston and consequently the cushioning effect will be the summation of the resistances of the separate dished members of the pairs. Thus assuming that the dished members i9| in this figure are all of the same thickness and degree of concavity,` all will complete their flattening at the same time and the cushioning value will be that of one pair of plates. Note, however, that the initial torque transmitted by the dished members will be greater than that with the Fig. l arrangement since there are two areas of contact with the outer portion of the friction facings and two with the inner portion. In Fig. 1 there is only one outer area of contact. The arrangement in Fig. 6 discloses dished members |92 each having contact with the outer periphery of the friction facings. With this arrangement a higher initial torque will be transmitted assuming each of the dished members to Vhave the same force value. .The arrangementin Fig. 7 discloses one pair of dished members |92 arranged similar to those of Fig. 6, and one pairof plates |93 arranged similar to the plates H9a of Fig. 1. This arrangement effects a somewhat similar condition to that of Fig. 5 it providing two outer areas of contact with the friction facings and two inner. However, the cushioning effect here will be the value of only a single dished member assuming that each of the dished plates is of the same force value as those of Fig, 5. The arrangement in Fig. 8 provides a forward pair of plates ||9|2i arranged similar to those in Fig. 1 and a second set of the same character but arranged in reverse order. This arrangementalso gives two Yinner areas of initial contact and two outer areas of contact. However, the arrangement provides only half the piston movement before full engagement than that provided by the arrangement in Figs. 6 and 7 and less than that in Fig. 1 assuming that the dished members in all figures have the same force value and degree of concavity. However, by doubling the v.degree of vconcavity of the plates in Fig. 8

in the manner illustrated, the force value may be increased 'to4 provide greatercushioning and the forward movement of the piston required for full engagement may also be made equal to 4that in Figs. 6 and 7 toprovide a more gradual application of this greater cushioning force.

The several embodiments shown in Figs. 1, 5, 6, 'hand 8 will provide substantial cushioning, each however providing a somewhat different shape to the curve f in the graph of Fig. 13. In actual operation it has been found that in certain cases there may be practical disadvantages to the foregoing constructions vin that heavy dished plates or increasing numbers of nested plates may be required to obtain ideal cushioning, that is, obtain sufficient piston movement and force value as to reach the point g in the graph. I- Ience in some cases it may be necessary to acy cept a lesser force value and permit cushioning obtained by providing a nested group of dished members which preferably in and of themselves do not Atransmit any torque'whatever and which may, as shown in Figs. 2, 3, and 4 be journalled on the ring member It and be positioned in contact with an endmost friction drive control member |96 or |21| or a washer |963. Thus in Fig. 3, five dished members are arranged in nested formation and journalled on the ring member H6 but not drivingly connected thereto,-these plates being identified by the numeral E95. Torque is transmitted through the friction drive control members |99 which are illustrated` in Fig. 3 to be of a lubricant-impregnated metallic material such as oilite, ythese plates being keyed to the ring I I5. The driven friction drive control members may be metallic elements similar to the plates ,IZI of the previously described constructions and are keyed to the ring 26. This arrangement has the advantage of providing greater cushioning effect since the force value provided is five times that of a single dished member |95. In this manner it becomes possible in most situations to provide smooth cushioning to the point g in the graph representing the pressure necessary to accomplish full torque transmission be-` tween the friction drive control members.

The arrangement in Fig. ,4 is shown in connection with friction jdrive control members of the types in Figs. 1, 5, 6, 7, and 8. Here again a cushioning Veffect similar to that of the arrangement in Fig. 3 may be obtained. The difference in this construction is that the dished cushioning members |94 are keyed to the ring member |26. Moreover, one pair of friction drive control members H9, |2| keyed tothe annulus ||6 are similar to the forward pair in Fig. 8. The single dished member of this pair willprovide added cushioning value and greater piston movement before full engagement of the clutch occurs. The cushioning will be ofthe step-by-step character previously mentioned.

The arrangement disclosed in Fig. 2 ismy preferred form of cushioning control construction. This arrangement avoids all of the disadvantages of the constructions in Figs. 1, 5, 6, 7, and 8 previously mentioned, may provide the full force value or cushioning effect of the arrangement in Figs. 3 and 4, and in addition provides maximum piston movement for full engagement so that a softer more gradual cushioning is possible. In this ligure the dished cushioning plates are arranged with the concave sides of the forwardmost pair of plates |91, |98 opposing each other whereas the convex sides of the rearward two plates |99, |99 oppose eachother. The drive control arrangement is similar to that of Fig. 3 although not limited thereto. By preference each of the dished plates |97, |98, |99 has a different force value. Thus, for example, assuming that the pressure required between the friction drive control members IEZI, |96 for obtaining the necessary torque transmission upon full engage--A ment is 496 lbs., that is, the pressure value at point g in the graph, I would provide the rearwardmost dished plate |99 with a force value of '110 lbs., the middle dished plate |98 with a force value of 330 lbs., and the forwardmost plate |91 with a force value of 496 lbs. The forward movement of the piston neces-sary to obtain full clutch engagement from the beginning of compression 4of the members |97, |98, |99 would be the summation of the concavity of all of these dished members. During this movement the cushioning value would gradually build up from the point c on the graph to the point g representing 496 lbs. The 110 pound member |99 would become completely flattened rst, the 330 pound plate |98 second, and the 496 pound plate 91 last. As already stated, this arrangement will develop a combined load or/ force value of 496 lbs. when the assembly is fully compressed. The greater the concavity of the plates the more uniform and gradual will be the cushioning effect. This arrangement permits a soft uniformly increasing cushioning pressure to be applied substantially eliminating all harshness and grabbing in the friction drive control plate engagement as well as jerky shifts in a transmission in which the device is employed. The action may be represented by a smooth curve between the points c and g of the graph. The described arrangement also provides a resiliency adapted to compensate for spotty contact between the friction drive control plates.

From the foregoing description of my invention, it will be seen that I have provided a simple and desirable construction for eliminating harsh and grabby clutch engagement as Well as jerky car operation when making speed ratio changes in an automotive transmission. It will be observed that the disclosed constructions are of simple character and well adapted for carrying out the purposes of the subject invention. It will also be understood that although I have disclosed various by employing in the friction drive control structure friction facings on certain members of different coefficient of friction from those used on others. For example, some facings could be of oilite and others of cotton fabric. The subject invention is, therefore, to be construed to include all such modifications, changes and substitutions as may come within the scope of the following claims.

I claim:

1. In a change speed mechanism having normally drivingly disengaged friction drive control plates engageable for effecting a drive change in the mechanism, means movable for compacting said plates and applying thereto a predetermined maximum pressure for sustaining without release the torque to be transmitted by said mechanism and which pressure is substantially greater than the pressure necessary to compact said plates, a fixed reaction member, and independent nondriving cushioning means coaxial with said friction plates and movable member and operably arranged between said movable member and reaction member, for controlling the load assuming characteristics of said torque transmitting plates, said cushioning means comprising dished flexible plate means resiliently opposing said movable member, said dished means having the physical characteristics of offering variable resistance to pressure applied thereto and of providing sufcient deformation by flexure before flattening to facilitate additional movement of said movable member following full compacting of said friction drive control plates, the said movement continuing until'said maximum pressure application is sustained by said friction drive control plates, said cushioning means resisting said movable means at its position of maximum pressure application with a force-substantially equal to said maximum pressure.

2. A change speed mechanism as claimed in claim 1 wherein said cushioning means comprises a plurality of dished resilient plates of different force value arranged in series with said friction drive control plates and having their similar end faces in face to face relationship.

THEODOR C. SCHELLINGER.

REFERENCES CITED The following references are of record in the file of this patent:

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